DE10038127A1 - Retardation regeneration or retardation recharging method for hybrid vehicle detects engagement of clutch by 2 different means for operation of electric motor as generator - Google Patents

Abstract

The retardation regeneration or retardation recharging method allows the electric motor (M) providing the auxiliary drive force for the hybrid vehicle to be operated as a generator, by detecting operation of the clutch by the vehicle driver and the clutch engagement and further detection of the clutch engagement by correspondence between the IC engine revs and the vehicle velocity. An Independent claim for a retardation regeneration or retardation recharging device for a hybrid vehicle is also included.

Description

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates to a determination method and a Determination device for allowing a delay regeneration or delay charging in a hybrid vehicle, which additionally to a machine, in particular an internal combustion engine, a Electric motor and a power generating mechanism includes.

Description of the prior art

From various points of view of environmental protection or The so-called cylinder direct injection Machine for injecting fuel directly into the cylinder of the Machine for practical use as a power source for vehicles such as for example, automobiles. Become present Hybrid vehicles developed which have a combined drive system have that from such a machine and an electric motor as Drive exists.

A parallel hybrid vehicle is known as a hybrid vehicle, which one Electric motor as an auxiliary drive source to support the output power of the machine. One such example is unexamined in Japanese Patent application, first publication, No. Hei 7-123509. In In the disclosed system, the machine output power is below Supported use of the electric motor during acceleration  (i.e. acceleration mode), whereas in deceleration mode (i.e. Delay mode) the battery and the like. Via a regeneration operation be charged, d. H. it will be a "delay regeneration" carried out. Through these various tax / regulatory The remaining capacity of the battery is maintained during operations the driver's requirements can also be met. In the Delay regeneration is caused by the torque of the electric motor Driving wheels driven backwards so that the engine acts as a generator is working. In the case of a parallel hybrid vehicle which is operated manually Switchable gear is equipped with which the output shaft of the Machine and the output shaft of the electric motor are directly coupled, drive when the clutch is not engaged (or disengaged), the drive wheels during the deceleration regeneration operation Electric motor not, so the whole is generated by the electric motor Torque acts as a load applied to the machine. Generally is in deceleration mode the degree of opening of the throttle valve is small and the machine output power low. Therefore, when the Delay regeneration performed under such conditions the torque generated by the electric motor as excessive Transfer the load to the side of the machine. As a result, the Machine (rotation) speed noticeably reduced, or the machine comes to a standstill.

On the other hand, if the clutch during the deceleration regeneration Operation is closed (or engaged), the drive wheels get almost the total torque generated by the electric motor as Torque. Therefore, that generated by the electric motor Torque is practically not applied to the machine as a load. Consequently the machine speed does not decrease during deceleration regeneration noticeably and the machine does not come to a standstill.  

Consequently, if a conventional hybrid vehicle with a manual switchable transmission performs a delay regeneration, the respective states of the gears and the clutch are detected and it becomes determines whether the machine's output shaft and drive wheels are coupled together. When the clutch is closed and at the vehicle is in a gear, d. H. if the electric motor with the Drive wheel side is coupled, a deceleration regeneration authorized.

In such a hybrid vehicle including a manually shiftable transmission, in the case where the clutch is half closed (ie, the clutch is half engaged) by the driver's operation in the deceleration mode, an erroneous determination may be made that the clutch is engaged even though the clutch is not actually engaged. As a result, deceleration regeneration is allowed and carried out so that the engine speed drops noticeably or the machine can stop. The relevant mechanism is described with reference to FIGS. 5 and 6.

In a vehicle with a manually shiftable transmission, generally when the clutch is engaged, for example when the engine is started to start the engine, the vehicle may undesirably start due to the starting. In order to prevent such an unexpected phenomenon, a clutch switch S _{5 is} attached to a support member of the clutch pedal 9 (see Fig. 5), which clutch switch S _{5 is} turned on when a clutch pedal 9 is depressed, and starting (cranking) is then permitted when the clutch switch S _{5 is} switched on.

In FIG. 5, line A represents the depressed position (or degree) of clutch pedal 9 when the clutch is actually disengaged, whereas line B represents the depressed position (or degree) of clutch pedal 9 when clutch switch S ₅ is switched on. As shown in the figure, the degree of depression on line B is larger than the degree of depression on line A. Therefore, even if the clutch is worn and the clutch contact (point) is shifted, it is reliably possible To detect the state in which the clutch is completely disengaged and to reliably prevent an unexpected phenomenon, such as the undesired starting caused by the starting.

On the other hand, in order to carry out the above-mentioned deceleration regeneration, the clutch must be engaged so that the torque of the drive wheel side is transmitted to the output shaft of the electric motor (which is used for driving). Therefore, the clutch engagement state must be detected. Accordingly, when it is determined whether the deceleration regeneration should be allowed in a hybrid vehicle, the engagement state of the clutch is detected using the clutch switch S ₅ described above. In the determination, the delay regeneration is allowed when the clutch switch S _{5 is} turned off.

However, in the deceleration mode, when the depressed clutch pedal 9 is positioned between the A and B lines of FIG. 5 (for example, when the clutch is half engaged), it is determined that the clutch is engaged even though the clutch is actually is not indented, as described above. Therefore, a result of an erroneous determination is output, after which delay regeneration is permitted. As a result, an excessive regeneration load is applied to the engine in the deceleration driving state (or the idling state), which may cause the engine speed to drop noticeably, the engine to stop, or the like.

Similar problems can arise in a travel operating state (cruising operation) occur.

This means that if the clutch pedal 9 is depressed and positioned between lines A and B described above while the engine is operating at a low engine speed, it is determined that the clutch is engaged even though the clutch is actually disengaged. Therefore, an erroneous determination is made by which the charging operation is allowed. As a result, the engine has an excessive charging load in the travel drive state (ie, the low output state), which may also cause the engine speed to drop noticeably, the engine to stop, or the like.

SUMMARY OF THE INVENTION

Taking into account the circumstances described above, it is a Object of the present invention, a determination method and Determination device for allowing a delay regeneration or to provide charging of a hybrid vehicle with which incorrect regulations regarding clutch actuation prevented can be.

Therefore, the present invention provides a determination method for allowing deceleration regeneration or charging in a hybrid vehicle, the hybrid vehicle comprising:

• - A machine, preferably an internal combustion engine, for dispensing a driving force for the vehicle;
• - An electric motor to support the output power from the Machine; and  
• - A battery device for storing by the electric motor generated charge energy, with the electric motor as a generator delay regeneration or delay charging, and

the determination method comprising:

• - A first determination step for detecting one by one Driver operated clutch actuation and to determine a Clutch engagement state;
• - a second determination step for determining a Engagement state of the clutch due to a corresponding Relationship between the vehicle speed and the Machine speed; and
• A permission determination step to allow the delay Regeneration or delay charging by the engine, if both in the first and in the second Determination step was determined that the clutch is engaged is.

According to this method, in the first determination method, the Actuation of the clutch by the driver, for example in the deceleration or travel operation, for example using a switch or of a sensor, is detected and the engagement state of the clutch is on Determines the basis of the detected state. If the clutch is not is depressed by the driver and therefore no clutch actuation has been detected, it is determined that the clutch is engaged. If on the other hand, the clutch is depressed by the driver and thus one Clutch actuation has been detected, it is determined that the clutch is not is indented, d. H. that the clutch is disengaged. If in the first Determination step is detected that the clutch is engaged, then the correspondence relationship between vehicle speed and Engine speed is analyzed to further determine the clutch engagement state to determine.  

When the clutch is fully engaged and thus when Output shaft of the machine is coupled to the drive wheels, then the vehicle speed (proportional) corresponds to the Machine speed according to the respective Gear ratio. If, on the contrary, the clutch is not is engaged and the machine output shaft does not match the Drive wheels is coupled, then there is no correspondence relationship between vehicle speed and engine speed. This means that by analyzing and determining whether the Vehicle speed and engine speed in such a Correspondence relationship to each other, it is possible to determine whether the clutch is fully engaged and thus to detect the condition in which the output shaft of the machine reliably with the Drive wheels is coupled. In other words, it is through analysis and determining whether the vehicle speed and the engine speed have such a correspondence relationship, possible to determine whether the clutch is not fully engaged, and thus the condition determine in which the output shaft of the machine is insufficient is coupled to the drive wheels.

Consequently, delay regeneration or delay charging approved by the engine only if in the first and in the second determination step was determined that the clutch is engaged is, whereas if in the first and in the second Determination step was determined that the clutch was not engaged delay regeneration or delay charging is not allowed or even prevented. That is why when the clutch is not in the fully engaged state, for example, is half engaged (i.e. the clutch is half closed), the delay regeneration / charging is not permitted. Thus the Delay regeneration / charging only permitted if the Clutch is fully engaged. Therefore, none of the  Clutch actuation of the driver triggered incorrect provisions regarding delay regeneration / charging.

In addition, there is no delay regeneration / charging generated load applied to the machine while the Machine output power in each operating mode is low, like for example in the delay or in cruising mode or similar. Therefore it is possible to feel an undesirable one Machine speed drops or the machine stops prevent which by delay regeneration or Delay charging can be caused. According to the present Invention is also a determination step based on a review possible whether the clutch is not fully engaged. In this case the clutch actuation is detected and if it is determined that the Clutch is engaged, then based on a Correspondence relationship between the vehicle speed and the Engine speed further determines whether the clutch is "not" engaged. If it is determined that the clutch is "not" engaged, then delay regeneration / charging prevented. This means that the present invention as a method for preventing the delay Regeneration / charging can be used while the clutch is not engaged, for example when the clutch is completely disengaged or only half indented.

As a typical example, a number of the steps are carried out repeatedly and the second determination step comprises:
calculating a gear position based on a currently detected vehicle speed and engine speed by considering a correspondence relationship between the vehicle speed and the engine speed which is predetermined for each gear position; and
a determination that the clutch is engaged when there is no temporary change in the calculated gear position.

If the clutch is actually engaged, it changes Vehicle speed according to the engine speed; Consequently the continuously calculated gear position does not change. If however, the clutch is not engaged, the Vehicle speed and engine speed none Correspondence relationship on; thus it changes continuously calculated gear position step by step. Therefore it is according to the Changes to the continuously calculated gear position possible Determine clutch engagement state. Based on the Result of the determination is the permission for a delay Regeneration / charging determined.

The present invention also provides a determination device for allowing deceleration regeneration or charging in a hybrid vehicle, the hybrid vehicle comprising:

• - A machine (in particular an internal combustion engine) for dispensing a force for driving the vehicle;
• - An electric motor to support the output power from the Machine; and
• - A battery device for storing by the electric motor generated charge energy, the electric motor as a generator for delay regeneration or delay charging works,

and wherein the determining device comprises:

• - A first determination area for detecting one by one Driver operated clutch actuation and to determine a Clutch engagement state;  
• A second determination range for determining a Engagement state of the clutch due to Correspondence relationship between vehicle speed and the engine speed; and
• A permission determination area for determining the Delay regeneration or delay charging by the Engine when in the first and in the second determination range it is determined that the clutch is engaged.

Typically, a number of will run through the areas Processes executed repeatedly and the second area of determination calculates a gear position based on a currently recorded one Vehicle speed and engine speed taking into account a correspondence relationship between vehicle speed and the engine speed, which is predetermined for each gear position; and determines that the clutch is engaged if none is temporary Change occurs in the calculated gear position.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a block diagram showing the general construction of the drive system in which an embodiment of the determination method / the determination device is applied for allowing a decelerating regeneration according to the present invention.

FIG. 2 is a flowchart showing the operation of the deceleration regeneration permitting determination device of the embodiment.

Fig. 3 is a diagram for explaining the principle of the calculation of the gear position of the embodiment.

FIG. 4 is a waveform diagram showing the operation of the determination device for allowing the delay regeneration of the embodiment.

FIG. 5 is a diagram showing a relationship between the operation of the clutch switch and the clutch operation by the driver.

Fig. 6 is a waveform diagram for explaining a relevant conventional technique.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Below is an embodiment according to the present Invention described with reference to the drawings, the case of Determining whether to allow delay regeneration, is described.

Fig. 1 shows the general structure of the motor (generation) system, wherein the determination method for allowing a delay regeneration takes the embodiment application. The power mechanism (for driving the vehicle) of this power system comprises an engine E, preferably an internal combustion engine, for delivering the driving force for the vehicle and an electric motor M for supporting the output power of the engine E. The engine E and the engine M Generated driving force is transmitted to the front wheels Wf, Wf via a manually switchable transmission T (which act as drive wheels). During the deceleration of the hybrid vehicle, when the driving force is transmitted from the front wheels Wf, Wf to the electric motor M, the electric motor M acts as a generator for generating a so-called regenerative braking force, ie the kinetic energy of the vehicle body is stored as electrical energy.

The driving operation of the engine M and the regeneration operation of the engine M are performed by a power drive unit 2 in accordance with control commands from an engine ECU 1 . A high-voltage battery 3 for supplying and receiving electrical energy to and from the motor M is connected to the power drive unit 2 . The battery 3 comprises a plurality of modules connected in series, each module having a plurality of cells connected in series. The hybrid vehicle comprises a 12 volt auxiliary battery 4 for operating various additional devices. The auxiliary battery 4 is connected to the battery 3 via a step-down converter 5 . The step-down converter 5 is controlled by a FIECU 11 and reduces the voltage from the battery 3 in order to charge the auxiliary battery 4 .

The motor-ECU 1 controls / regulates - supported by the FIECU 11 (explained below) - the driven state of the electric motor M. According to input signals from the current sensor S ₈ and the voltage sensor S ₉ , each of which supplies the current supplied by the battery 3 and detect the voltage, and in accordance with an input signal from the current sensor S ₁₀ for detecting a three-phase current, which is supplied from the drive unit 2 to the electric motor M, the motor ECU 1 drives and controls the power drive unit 2 .

The FIECU 11 controls, in addition to the engine ECU 1 and the step-down converter 5, a fuel supply amount control unit 6 for controlling the amount of fuel supplied to the engine D, a starter motor 7 , an ignition timing, etc. Therefore, the FIECU receives 11

• a) a signal from a speed sensor S ₁ for detecting the vehicle speed based on the rotation of the drive shaft of the transmission T,
• b) a signal from a machine (rotation) speed sensor S ₂ for detecting the machine (rotation) speed (speed),
• c) a signal from a neutral switch S ₃ for detecting the neutral position of the transmission T,
• d) a signal from a brake switch S ₄ for detecting an actuation of a brake pedal 8 ,
• e) a signal from a clutch switch S ₅ for detecting the actuation of a clutch pedal 9 ,
• f) a signal from a throttle opening degree sensor S ₆ for detecting the opening degree of the throttle valve and
• g) a signal from an air intake duct negative pressure sensor S ₇ for detecting the air intake duct negative pressure.

The determination device for allowing deceleration regeneration in the present embodiment is implemented as one of the functions of the engine ECU 1 . This means that in addition to the control and regulation function of the engine M explained above, the engine ECU 1 acts as:

• a) first determination area 101 for determining the clutch operation based on a signal from the clutch switch S ₅ which operates in accordance with the clutch operation and for determining whether the clutch is engaged (or engaged) in the deceleration mode, and
• b) as a second determination area 102 for determining the engagement state of the clutch based on a correspondence relationship between the vehicle speed and the engine speed, and for determining whether the deceleration regeneration should be allowed.

Here, the above-mentioned determination operation in a machine ECU (e.g. an electronic control unit of the machine) be carried out. In this case, the engine ECU inputs Permission signal to the engine-ECU.

The operation of the deceleration regeneration permission determination that is executed by the engine ECU 1 according to the present embodiment will be explained with reference to the flowchart shown in FIG. 2.

As a prerequisite for performing the operation shown by the flowchart in FIG. 2, the drive mode of the vehicle is required to be in the deceleration mode. Therefore, the drive mode is determined in advance. In general, there is also an acceleration mode, a travel mode (cruise mode) and an idle mode. In the acceleration mode, the output power of the machine is supported using the electric motor, while in the deceleration mode, the regeneration operation is carried out. In the travel and idle modes, power generation is performed using the engine. When the drive mode is the deceleration mode, a series of steps (S1 to S7 as shown in Fig. 2) are repeatedly performed at predetermined intervals (e.g., on the order of milliseconds), so that the operation to determine whether a deceleration mode is allowed should be carried out in accordance with the drive state, which changes from moment to moment. The operation performed in each period is explained below.

Step S1

When the drive mode is the deceleration mode, the engine ECU 1 determines whether the vehicle to which the present permission determining device is attached uses a manual shift transmission (MT), that is, whether the vehicle is an MT vehicle. This means that the determination device for allowing deceleration regeneration according to the present invention is used in such an MT vehicle which requires a clutch operation performed by the driver. The operation of vehicles using an automatic transmission (ie, an AT vehicle) or vehicles using a continuously variable transmission (CVT) is not considered here.

Step S2

When it is determined in step S1 that the current vehicle is an MT vehicle (ie, "YES"), the engine ECU 1 determines the operating state of the clutch switch S ₅ (ie, on or off), which is determined by the clutch operation by the operator Driver is switched on or off. As shown in FIG. 5 (explained above), this clutch switch S _{5 is} switched "on" to line B, which represents a position for a clutch pedal 9 which is depressed further than line A, with line A actually disengaging the clutch. This means that two different depressed positions are defined, so that the clutch switch S _{5 is set} to "on" after the clutch is completely disengaged. Therefore, it is possible to grasp the state in which the clutch is completely disengaged or completely disengaged.

Step S3

Further, when it is determined in step S2 that the clutch switch S _{5 is} "off" (ie, "NO"), the engine ECU 1 determines the operating state of the neutral switch S ₃ (ie, on or off). In the present exemplary embodiment, the neutral switch S _{3 is set} to "on" if the gear position is the neutral position, or it is switched "off" if the gear position is other than the neutral position (ie when a gear is engaged).

In the present exemplary embodiment, if it is determined that

• a) clutch switch S2 is "off" (i.e. engaged in step S2) and
• b) the neutral switch S3 is "off" (i.e. a gear is engaged in step S3 is),

determined based on the logic determined by these two switches, that the output shaft of the machine is coupled to the drive wheel and this state is the so-called "gear engaged state".

Step S4

If it is determined in step S3 that the neutral switch S _{3 is} turned off, that is, is in the "gear engaged state", then the engine-ECU 1 performs a calculation for determining the gear position based on the (vehicle) The speed sensor S ₁ detects the vehicle speed V and the engine speed Ne detected by the engine speed sensor S ₂ , whereby the gear position is calculated (or evaluated) based on the aforementioned vehicle speed V and the engine speed Ne. The calculated value indicating the gear position is held until the operation is carried out in the next pass.

The calculation operation for the gear position is explained below.

First, the principle of calculating the gear position is explained with reference to FIG. 3. Fig. 3 shows the correspondence relationship between the vehicle speed V and the engine speed Ne. In an MT vehicle, when the vehicle is in a gear (ie, when the gear position is other than the neutral position) and the clutch is fully engaged, the output shaft of the machine and the drive wheels are coupled together. In this state, the correspondence relationship between the vehicle speed V and the engine speed Ne is a proportional relationship determined for each gear ratio (see the characteristic lines shown by the solid lines in Fig. 3).

Therefore, when the output shaft of the engine is coupled to the drive wheels, the engine speed Ne and the vehicle speed V are represented by each point on one of the characteristic lines (ie, the above solid lines) corresponding to the current gear. Therefore, by predetermining such a relationship, it is possible to determine to which characteristic line (as shown in FIG. 3) the coordinate point calculated by the current engine speed and the vehicle speed belongs, so that the current gear position is calculated (or evaluated) in accordance with the determination ) can be.

As shown in FIG. 3, in the present embodiment, a boundary line L1 is defined between the characteristic lines of the first (or smallest) gear and the second gear, which shows a boundary between these characteristic lines. Similarly, boundary lines L2 through L4 are defined at each boundary between the second to fifth (or largest) gear positions. In addition, as explained below, to determine a change from the fifth gear, a virtual sixth gear, which is not intended as an actual and effective gear position, is defined, and a boundary line L5 is defined between the characteristic lines of the fifth gear and the virtual sixth gear. Therefore, the area of the graph is divided into six areas by five boundary lines L1 to L5, which boundary lines each represent a boundary of the gear positions, and an area is determined to which the target coordinate point determined by the currently detected vehicle speed and engine speed belongs, from which in turn the relevant gear position is calculated and determined.

Step S5

Next, it is determined whether the one calculated in step S4 Gear position has changed in a predetermined period. More specifically it is determined whether the currently detected gear position is from the Gear position differs, which in the previous cycle of Destination was calculated.

In the present invention, a change in gear position is under Detected use of a phenomenon in which the engine speed drops noticeably compared to the vehicle speed when the Clutch (from the engaged state) in the deceleration mode is disengaged. This means that the delay in the degree of Opening of the throttle valve is small; when the clutch is disengaged therefore the torque on the side of the drive wheel does not become aside transferred to the machine so that the machine is in the idle state transforms. Consequently, the engine speed Ne increases compared to that Vehicle speed V noticeably.

As explained above in the example shown in FIG. 3, each coordinate point is specified by the vehicle speed V and the engine speed Ne. For example, point P2 belonging to the area assigned to the second gear shifts to point P3 which belongs to the area assigned to the third gear. In this case, the calculated (or evaluated) gear position changes from the second gear to the third gear even though no gear change operation has actually been performed. As described above, according to a temporary change in the calculated gear position, it is possible to detect the state in which the clutch is not fully engaged (for example, when the clutch is half-engaged).

When the clutch state is in deceleration mode of the vehicle changes from the engaged state to the unengaged state, the machine speed changes towards the lower range and the gear position calculated in such a state changes towards the upshift side. Therefore became Display a change in gear position from fifth gear Virtual sixth gear explained above defines which actually is not provided in the vehicle. If the previously calculated Gear position is fifth gear and the one currently calculated Gear position is the virtual sixth gear, then it is determined that the gear position was changed.

Step S6

If it is determined in step S5 that there is no transient change in the gear position calculated in step S4 (ie, "NO" in step S5), then it is determined that the vehicle speed V and the engine speed Ne satisfy the correspondence relationship, which is indicated by the in FIG. 3 shown characteristic lines, and that the clutch is currently engaged (ie, the output shaft of the machine E and the drive wheels are coupled together). Therefore, if it is determined that the clutch is engaged in the above step S2 and it is also determined that the clutch is engaged in the above step S5, it is then determined that the electric motor M can be driven by the torque of the drive wheel, so that delay regeneration is permitted. As a result, the kinetic energy is recovered as electrical energy via the electric motor M, whereby the high-voltage battery 3 can be charged.

Step S7

On the other hand, if it is determined in step S5 that there is a temporary change in the gear position calculated in step S4 (ie, "YES" in step S5), then it is determined that the vehicle speed V and the engine speed Ne do not satisfy the correspondence relationship which is caused by the in FIG Fig. 3 is shown characteristic lines, and that the clutch is currently disengaged (ie that the output shaft of the machine E and the drive wheels are not coupled). Therefore, in this case, it is determined that the electric motor M cannot be driven by the torque of the drive wheel, so that deceleration regeneration is prevented.

If it is determined in step S1 described above that the vehicle is not an MT vehicle (ie, "NO" in step S1), then step S6 is carried out and the deceleration regeneration is permitted and steps S2 to S5 described above are not executed. In addition, if it is determined in the step S2 described above that the clutch switch 9 is on (ie, "YES" (ie ON) "in step S2), then step S7 is executed and the deceleration regeneration is prevented, so that the above steps S3 through S6, and if it is determined in step S3 described above that the neutral switch S3 is on (ie, "YES" (ie ON) "in step S3), then step S7 is executed in this case, too, and a delay Regeneration prevented, so that the above steps S4 to S6 are not carried out.

A specific example according to the operation from step S1 to step S7 will be explained below with reference to FIG. 4, the operation being repeated at predetermined intervals to determine whether deceleration regeneration is performed in accordance with the driving state changing from moment to moment should be allowed.

Here, it is assumed that the gear position is set to third gear by an operation of the driver and that the vehicle speed V gradually decreases while both the clutch pedal and the accelerator pedal (accelerator pedal) are not depressed. In the state described above, the clutch switch S ₅ and the neutral switch S _{3 are} turned off. Then, in steps S2 and S3 described above, it is determined that the vehicle is in the engaged gear state. Consequently, the gear position is calculated in the above-described step S4, and it is determined in the above-described step S5 whether the gear position has been changed.

In the current state, the gear position is set to third gear and the clutch is fully engaged; thus the vehicle speed and the engine speed satisfy the correspondence relationship as shown in FIG. 3. Therefore, it is determined that there is no change in the gear position, so that deceleration regeneration is allowed in step S6. Such a determination operation to allow deceleration regeneration is repeated until time t _A at which the clutch is disengaged.

Next, when the driver depresses the clutch pedal and the clutch pedal depressed position reaches line A (see FIG. 5), the clutch actually begins to disengage and is gradually disengaged so that the torque from the drive wheels is not transmitted to the machine side . As a result, the engine speed begins to decrease to the idle speed. In the repeated operation of the above operation, under such conditions, it is determined in step S5 that the gear position (calculated in step S4) has been changed, and deceleration regeneration is prevented in step S7. As explained above, in a period from time t _A to time t _B when the clutch switch is turned on, prevention of deceleration regeneration is repeatedly determined based on the correspondence relationship between the vehicle speed and the engine speed.

Further, when the driver depresses the clutch pedal toward line B at a time t _B , the clutch switch S _{5 is} turned on. As a result, it is determined in steps S2 to S3 that the vehicle is not in an engaged gear state, and the deceleration regeneration is prevented in step S7. As a result, after a time t _B (when the clutch switch is turned on), the prevention of deceleration regeneration is repeatedly determined based on the logic of the clutch switch S ₅ .

This means that the delay regeneration is allowed while the clutch is actually engaged, and that one Delay regeneration is prevented while the Clutch disengaged or only half engaged.

According to the present embodiment described above a delay regeneration is permitted when the torque of the Drive wheel is sufficiently transmitted to the electric motor. Therefore becomes the provision to allow delay regeneration performed reliably, so that a load generated by the regeneration is not transmitted directly to the machine in deceleration mode and that - caused by a delay regeneration - not an undesirable noticeable drop in machine speed and no stopping of the machine occurs.

In addition, based on the relationship between the Vehicle speed and engine speed a deceleration Regeneration is prevented if the clutch is not fully engaged or is not in its engaged state; thus none will the regeneration creates load and it is possible to be reliable  an undesirable noticeable drop in engine speed and a Stopping the machine - caused by such a load - too prevent.

In the above embodiment, the determination of the delay regeneration permission has been explained. However, the present invention can also be used, for example, to determine the permission for charging during travel mode (cruise mode). Specifically, in the travel mode, the operation as shown in FIG. 2 can be repeatedly performed, and the permission for charging is determined in step S6, and the prevention of charging is determined in step S7. As a result, it is possible to prevent a situation in which charging is permitted while the clutch is not engaged in the travel mode, and it is possible to prevent the engine speed from falling due to the charging.

The present invention is not limited to the exemplary embodiment described above and changes in the design are possible which are within the scope and scope of the basic concept of the invention. For example, in the exemplary embodiment described above, in addition to determining the state of the clutch switch S ₆ in step S2 (see FIG. 2), the state of the neutral switch S _{3 is determined} in step S3 and the gear position is then calculated in step S4. However, step S3 can also be omitted as required. In this case, another step, which corresponds to step S3, can be carried out as a prerequisite for carrying out the series of steps in FIG. 2. Similarly, the process of step S1, in which it is determined whether the vehicle is an MT vehicle, can be performed as a prerequisite for performing the operation in FIG. 2.

In the above embodiment, the gear position is also up Basis of vehicle speed and engine speed calculated. However, the value to be calculated is not based on the Gear position limited if it is possible to determine which one Area in the coordinate system of the vehicle speed and the machine speed belongs to certain target coordinate point.

There is a method of determination and an apparatus for allowing a Delay regeneration or delay charging one Hybrid vehicle proposed, with incorrect provisions can be prevented with respect to the clutch actuation. The The method comprises a first determination step for the detection of a by a driver operated clutch actuation and Determining an engagement state of the clutch; a second Determination step for determining an engagement state of the clutch based on a correspondence relationship between the Vehicle speed and engine speed; and one Permission determination step to allow delay regeneration or delay charging by the engine if both in the first and it is also determined in the second determination step that the clutch is indented.

Claims (4)

1. A determination method for allowing deceleration regeneration or charging in a hybrid vehicle, the hybrid vehicle comprising:

• - A machine (E) for delivering a driving force for the vehicle;
• - an electric motor (M) for supporting the output power from the machine (E); and
• a battery device ( 3 ) for storing charge energy generated by the electric motor (M), the electric motor (M) acting as a generator during a deceleration regeneration or deceleration charging,

and the method of determination comprises:

• a first determination step for detecting a clutch actuation carried out by a driver and for determining an engagement state of the clutch;
• - a second determination step for determining an engagement state of the clutch based on a correspondence relationship between the vehicle speed (V) and the engine speed (Ne); and
• a permission determination step for allowing the deceleration regeneration or deceleration charging by the electric motor (M) when it is determined in both the first and the second determination step that the clutch is engaged.

2. Determination method according to claim 1, characterized in that a series of the steps is carried out repeatedly and that the second determination step comprises:
Calculating a gear position based on a currently detected vehicle speed (V) and engine speed (Ne) by considering a correspondence relationship between the vehicle speed (V) and the engine speed (Ne), which correspondence relationship is predetermined for each gear position; and
Determine that the clutch is engaged when there is no temporary change in the calculated gear position. 3. A determination device for allowing deceleration regeneration or deceleration charging in a hybrid vehicle, the hybrid vehicle comprising:

• - A machine (E) for delivering a driving force for the vehicle;
• - An electric motor (M) for supporting the output power from the machine (E) _i and
• - A battery device ( 3 ) for storing charge energy generated by the electric motor (M), the electric motor (M) acting as a generator for deceleration regeneration or deceleration charging, and

the determining device comprising:

• a first determination area for detecting a clutch actuation carried out by a driver and for determining an engagement state of the clutch;
• - a second determination area for determining an engagement state of the clutch based on a correspondence relationship between the vehicle speed (V) and the engine speed (Ne); and
• a permission determination range for allowing the deceleration regeneration or the deceleration charging by the electric motor (M) when it is determined in both the first and the second determination range that the clutch is engaged.

4. Determination device according to claim 3, characterized in that a series of steps of the areas is carried out repeatedly and that the second determination area:
calculates a gear position based on a currently detected vehicle speed (V) and engine speed (Ne) by considering a correspondence relationship between the vehicle speed (V) and the engine speed (Ne), which correspondence relationship is predetermined for each gear position; and
determines that the clutch is engaged when there is no temporary change in the calculated gear position.